Internal-combustion engine using liquid fuel.



A. M.. LOW. INTERNAL GOMBUSTION ENGINE USING LIQUID FUEL.

APPLIUATION FILED JAN. 9, 1913.

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/f/farwf l A. M. LOW. INTERNAL GOMBUSTION ENGINE USING LIQUID FUEL.

APPLICATION FILED JAN. 9, 191s.

1,1 24, 1 57, Patented Jan. 5, 1915.

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A. M. LGW. INTERNAL GUMEUSTIUN ENGINE USING LIQUID FUEL.

APPLICATION FILED JAN. 9, 1913.

Patented Jan. 5, 1915.

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lila# .n al in @FGE Specification of Letters Peteur.

latented Jan. 5, 1915.

application fue@ January e, :unav seran no. 740,935.

tion engines is based on the known prine ci use of the engines ovvn heat'for @rising the fuel in a chamber into which 1f liquid is introducedagainst the pressure b the vapor generated introduced therein and f intothe engine by its own pressure While ythe pressure in said chamberremains consta-nt, or substantially so.

lhe pressure in the vaporizing chamber is .nsedto regulate the supply ofliquid fuel thereto, this being accomplished according to the presentinvention by controlling a by- 'pass cooperating with a pump iyhichpumps the liquid fuel into the vaporizing chamber, which ,torni a jacketto the Working cylinder, the surplus of liquid fuel not needed 'forvaporization being delivered through said ley-pass,

means Jfor controlling the passage of vaporized fuel from the vaporizingchamber to the cylinder comprises a manually adjusted rotary valve otsuch a character that the fuel while being introduced into the enginemay have its quantity regulated and the period during ivhich the fuelismtroduced may also be regulated so that the time relation to thestroke) at which the entrance commences may be separately varied at willat all times uring the running or' the engine. The portion of the strokeor period at which-firing takes place yand the average pressure or theexplosion may be varied. The controlling means employed also insurecooling oi the vaporized fuel to such an extent that self-ignition willnot take place.

A construction of engine according to this invention is illustrated inthe accompanying drawings, the liquid Jfuel being vaporized ina acketaround or partially around theV cylinder, and the admission of the vaporto the cylinder being controlled by an adjustable valve of rotary type.

Figures 1 and Q are elevations of the one and other side of the enginerespectively,

and Fig. i is a section perpendicular to the axis of the crank shaft,and Fig. 4 is a Side view of a valve structure for manually controllingthe vapor How from the vaporizing chamber to the engine cylinder.

1 rey resents the cylinder, Q the cylinder head, 3 the piston, 4 thecrank-shattand 4 the crank-pin; 6 is the air .admission valve, 7 theexhaust-valve, 5 the half-time shaft for operating said valves, 8theexterior sleeve and 9 the interior sleeve of' the manually controlledvapor admission vali` e, the sleeve 9 being operated from thecrank-shaft el to give the inlet and cut oil' of vapor at the propertimes in relation to the piston stroke by means of sprocket Wheels 8C,8d and chain 8b.

10 is a Water jacket for the cylinder head and 10a designates `theaperture in the cylinder head for the usual ignition plug.

11 is jacket partially surrounding the cylinder 1 and intendedforvaporizing the volatile oil under pressure.

@il is supplied from the tank (not shown) through pipe 12b to a union12`in communication With the pump barrel 13 containing plunger 23 whencea chamber 14 leads by pipe 15 to the jacket 11 and by a passage 16,acting as a 1oy-pass, back to the tank through pipe 16". rlhe ley-pass16 is controlled by a valve 1'? in chamber 14, said valve being held onits seat by springs 1S and 19, coiled about the valve stein 17a, thepressure of said springs being adjustable by means of the nut 20. v

A plunger 22 operated by the pressure prevailing in'the jacket 11 abutson the end of the stein 17l of valve 17. Then the pressure in chamber 11reaches such a point that the pressure on the plunger 22 is suflicientto overcome the counter-pressure of the springs 18 and 19, the valve 17will be capable of opening, and, assuminqr that there is nocounter-pressure exerted upwardly on the underside of valve 17, as willbe the case during the suction stroke or' the pump plunger :28, thevalve 17 ivill leave its seat and upon the next force stroke of the-saidplunger the fuel Will be delivered past the valve l'T to the bv-pass 16leading back to the tank. lThis condition Will continue until thepressure in chamber 11 has fallen suliciently to permit the springs 18,19 to close the valve 17,4 whereupon the fuel will be forced into thejacket 1l against the pressure prevailing thereinand be vaporized by theheat derived from the cylinder 1. To prevent back-pressure in chamber 14from jacket ll an anti-return valve lL is valve sleeves 8, 9, inaccordance With the movements given to said sleeves and the manualadjustment thereof by means of the levers 8a, 9s' which may be operatedfrom any convenient point, one of said sleeves beingangularly adjustableand the other longitudinally, thus for example the 'vapor enters theinterior of the sleeve 9 through a port 9b which coacts with channel 11Band passes out through so much of the length of the slot 24 therein asthe' longitudinal adjustment of the sleeve 8 on the sleeve 9 permits tobe open vinto the slot 25 in said sleeve 8, whence it passes throughport 26 into the combustion chamber of the engine.

In Fig. l I have illustrated as an example, means for producing thelongitudinal adthe sleeve is provided With a boss 8e which is providedin its circumference with a quick turn helical thread 8t with whichengages a pin or equivalent 8g on a collar 8h en circling said boss andoperable by the hand lever 82l so that by axially rotating said collarthrough a small angle a corresponding amount of longitudinaldisplacement of the sleeve is produced.

AThe collar is mounted between abutments 8, a ball bearing 8j beingpreferably interposed between the collar and one of said abutmentsand aspring 8k is provided bearing against the opposite end of the sleeve.

The timing of the admission in relation to the stroke is regulated byangular adjustment of the sleeve 9, and the variation of timing ofopening is given by causing said sleeve 9 to lag behind or pass inadvance respectively cf its position normally imparted thereto by thetransmission gear 8b, 8, 8d, above referred to.

The commencement. of the admission may correspond with the spark timingof an ordinary engine.

On the other side of the engine is shown an oil-pump having plunger 27for drawing lubricating oil from the crank case 28 by pipe 29 andsupplying it by pipes 30,31 to the valve 8, 9, and the crank shaftbearings' respectively.

The pump plungers 27 and 23 are oper ated from the half-time shaft 5.

What I claim as my invention and desire to secure by Letters Patent ofthe United States is 1. In an internal combustion engine, a vaporizingchamber heated by the engine and lhaving an outlet to the enginecylinder,

means for feeding liquid fuel into said chamber, and means controlled bythe pressure in said vchamber for regulating the feed of liquid fuelinto said chamber.

2. In an internal combustion engine, avaporizing chamber heated by theengine and having an outlet to the engine cylinder, means for feedingliquid fuel into said chamber, manuallyv adjustable means for regulatingthe quantity and time of admis sion of vapor from said chamber into thecylinder, and means controlled by the pressure in said chamber forregulating the feed of liquid fuel into said chamber.

3. In an internal combustion engine, a vaporizing chamber adapted'to beheated by the engine, and having an outlet leading to the cylinder,means for delivering liquid fuel to said chamber from a source of supply, a return conduit for returning liquid fuel to the source, and meanscontrolled by the vapor pressure in said chamber for causing the liquidlfuel supplied in excess of the engine requirements to flow through saidreturn conduit. A

Ll. In an internal combustion engine, the combination' of a vaporizingchamber heated by the heat of the engine and having outlet to thecylinder thereof, a pump for supply of liquid hydrocarbon to saidvaporizing chamber, a by-pass in communication With said source ofsupply and a spring loaded valve actuated by excess of pressure in thevaporizing chamber to open communication between the' pump and by-passfor return of surplus hydrocarbon not needed for va;-

^ porization to said source of supply. 1

said source of supply, and a manually adjustable valve communicatingWith said vaporizing chamber for separately and inde` pendently'controlling the quantity and time of introduction of vaporizedhydrocarbon to the engine.

6. In an internal combustion engine the combination of a vaporizingheated by the heat of the engine and having chamber outlet to thecylinder thereof, means for supply of-liquid hydrocarbon to said cham'ber from a source of supply, a valve acted on by excessive pressure 1nthe vaporizing chamber, a bypass controlled by said valve -l for returnof surplus hydrocarbon not needed for veporization to saidsource ofsupply, and a valve structure located between the vaporizing chamber andcylinder and capable of manual adjustment to separately andindependently control the quantity and time of introduction of vaporizedfuel from the vaporizng chamber to the cylinder.

7. In an internal. combustion engine the combinatien o a Vaporizingchamber heated by Lhe n of the engine and having outlet to the ralerthereof, a pump for suppl)1 of lic hydrocarbon to said Vaporizingchamber, a by-pass in communication with said source of supply, a springloaded valve actuated by excees of pressure in the vaporizing chamber too en cornmunication between the pum an by-pass for return of surplus hyrocarbon not needed for vaporization to said source of supply, `and avalve comprising elelnents each capable of independent manual ad3ustmentto Separately control the uantity and time of introduction of vaporlzedfuel to the cylinder.

In Witness whereof I have signed this specification in the presence oftwo witnesses.

ARCHIBALD MONTGOMERY LOW.

'Witnesses H. D. JAMESON, O. J. WORTH. Y

